Speed-regulator for explosive-engines



Patented lune 6, |899.

` J. F BDELIGH.

SPEED REGULATOR FOR EXEUS-IME ENGINES.

(Application filed Dau;.23 )38953) 4 Sheets --Shect l.

(No Model.)

Patented lune 6, |899.` J. FRUELICH.

SPEED REGULATOR FOBEXPLOSIVE ENGINES.

(Application filed Dec. 23, 1895.)

4 Sheets-Sheet 2.

(No Model.)

No. 626,275.. Patented lune 6, |899. J.. FRUELI-GH.

SPEED REGULATGR FDR EXPLUSIVE ENGINES.

(Application med me. 2s, 1895.)

No. 626,275. Patented lune 6, |899. J. FROELICH.

SPEED REGULATOR FOR EXPLOSIVE ENGINES. (Application led Dec. 28, 1895.)(No Model.) 4 Sheets-Sheet 4,

FIGA- we Nnnm's vzrcns co.. moraumc.. wnmmuou, n. c.

UNITED STATES il. s s

PAFENT FFIC JOHN FROELIOH, OF VATERLOO, IOVA.

SPECIFICATION forming part of Letters Patent No. 626,27 5, dated June 6,1899.

Application filed December 23,1895. Serial No. 573,074. (No model.)

To @ZZ whom t nifty concern.-

Beit known that I, JOHN FROELICH, a citi zen of the United States,residing at lVaterloo, in the county of Black Hawk and State of Iowa,have invented a new and useful Gas- Engine, of which the following is aspecification.

This invention relates to gas or explosive engines, and aims to preventthe iiooding of the engine, especially at the rst start, when a volatilehydrocarbon is used as the gas-producing agent or primary motive medium;to obviate gu mining ofthe piston, cylinder, and valves; to guardagainst the waste of electrical energy and the primary motive mediumwhen the engine is running beyond a predetermined speed; to reduce thewear and tear upon the operating parts; to keep the igniting-points coolfor preventing premature explosion and consequent loss of fuel and wearof engine; to provide means for charging the engine with only apredetermined amount of hydrocarbon, and, lastly, toimprove the genera-lconstruction of this class of motors and increase their effectivenessand usefulness.

Other objects and advantages are contemplated and will become apparentas the nature of the invention is understood; and to this end theimprovement consists in certain details of construction, novel features,and combinations of parts, which hereinafter will be more fullydescribed, illustrated, and claimed.

This improvement is susceptible of various changes in the form,proportion, and the minor details of construction without departing fromthe principle or sacrificing any of the advantages thereof, and to afull disclosure of the invention an adaptation thereof is shown in theaccompanying drawings, in which- Figure 1 is a side elevation of theimproved engine." Fig. 2 is a view similar to Fig. l, partly in sectionand having parts broken away. Fig. 3 is a rear end view parts beingbroken away. Fig. et is a front end view having a portion of theright-hand iiy-wheel broken away to show the relative disposition of thegovernor mechanism.

The same numerals of reference denote corresponding and like parts inall the figures of the drawings.

The bed 1 for supporting the cylinder 2 and the operating parts is castin the usual manner and is preferably hollow, and a lever 3, extendinglengthwise of the bed, is fulcrumed about midway of its ends upon atransverse rod 4, and its end portions pass through openings in the endwalls of the bed.

The cylinder 2 is formed with double walls, which "inclose a space ,5,through which circulates a cooling medium in the ordinary wayV forpreventing the overheating of the cylinder when the engine is inoperation. This cylinder is bolted or otherwise secured to the bed 1 andis provided at its inner or rear end with a pocket G, in which operatesthe eduction-valve' and which is designed to 1'e ceive the residueresulting from the combustion of the explosive mixture, waste oil, andother accumulations, thereby preventing the gumming of the piston 8 andthe cylinder. This pocket 6 is located at the bottom side of thecylinder and is cast therein and forms a chamber for the operation ofthe eduction or exhaust valve.

It is of the utmost importance that the pocket 6 be set in the lowerrear end of the explosion-chamber and that it should contain theexhaust-Valve 7, as the piston on its return stroke will clear thecylinder of all of the waste product of combustion and dump it into thispocket, from which it will be carried out by the force of the exhaust atsuch opening of the valve. The cylinder is open at its front end, asusual in this class of motors, and its piston 8 is connected with thecrank 9 of the crank-shaft 10 by means of the pitman 1l in the ordinaryway. The head 12 for closing the rearv end of the cylinder is formedwith a chamber 13 and an inductionpassage 14, connecting the chamberlwith the interior of the cylinder at or near the top of theexplosion-chamber and directly opposite the igniting-points 69 and 7l.The reason for placing this induction-passage in this position istwofold: First, there is a tendency for the points (59 and 7l to becomeoverheated, whereby premature explosion occurs, and by causing a strongcurrent of cold gas to come in contact with these points they will bealways kept sufficiently cool to prevent any premature explosion, and,second, after an eXplosion the waste product arising therefrom willsettle in the bottom of the explosion-chamber and be carried out, asbefore described; but if the induction-passage be lower down in theexplosive-chamber the strong current of gas drawn into the chamber willdisturb this waste product and prevent it from being completely carriedout through the exhaust-passage, and the result will be that the insideof the cylinder will commence to gum and stop the free action of thepiston.

An induction-valve 15 is arranged to interrupt the communication betweenthe charnber 13 and the passage 14 and opens upwardly into the passage14 and closes against a seat located at the junction of the said passage14 with the chamber 13. The stem 16 of the induction-valve 15 operatesthrough the lower end of the chamber 13 and is connected at its free endwith the extremity of a lever 17, fulcrumed about midway of its ends toa vertically-movable rod 18, working loosely through an arm 1i) andhaving an adjustable nut 20, between which and the arm 19 is confined a'coil-spring 21, the latter exerting a downward pressure on the -saidrod 18. The opposite end of the lever 17 is pivotally connected to theplate 22, which is mounted upon the lower end of the stem 23 of thereduction-valve 7,

, 'and this plate 22 is held between jam-n nts 24,

'adjustably mounted upon the valve-stem 23, so as to admit of theconnection of the lever 17 and vthe stem 23 being varied as required. 'Acoil-spring 25 is mountedupon the valvestem 23 and is confined betweenthe topmost jam-nut 24 and the lower end of the box 26, secured to thelower side of the cylinder 2, directly opposite the pocket 6, and thepurpose of this spring 25 is to hold the cductionvalve 7 upon its seat,which is formed at the upper end vof the box 2G, although it may besecured to either the bed or cylinder, if found more convenient. Therear end of the lever 3 is connected with the valve-stem 23 and is heldbetween the lowermost jam-nut 24 and a companion nut 27, mounted uponthe stem 23 below the lever 3.

The carbureter 2S is open at its lower end, and has connection at itsupper end with the chamber 13 by means of-a short length of pipe overthe 'screens 30.

29, and comprises a series of screens 30, upon which the volatilehydrocarbon is dissemi-` nated, so as vto be taken up by the air on itspassage through the carbureter to the engine. A pipe 31 leads into thecarbureter and has a small opening 32 for the discharge of the'hydrocarbon, and a spreader o5 is located `directly opposite the opening32 to dil'tuse the hydrocarbon in the carbureter and spread it The pipe31 communicates with a suitable fount or reservoir of oil and isprovided inV its 'length with apump a bracket 36 and i's limited inV itsupward movement by a set-screw 37, let into the other arm of the saidbracket, and by properly positioning the set-screw 37 the stroke of thepump and the consequent charge of oil to be delivered to the carbureterare regulated. An L-shaped arm 38 is secured to the extremity of thelever 3, and its horizontal portion receives the pump-rod 35, which iscapable ot' operating loosely therethrough. Beneath the horizontal vpartof the arm 3S there is inserted in the pump-rod 35 a pin 39, againstwhich the arm 38 impinges and operates the pump-rod in its downwardstroke. A coilspring 40 encircles the pump-rod 35 and is confinedbetween the horizontal portion ofthe arm 38 and a pin 41. Thus it willbe seen that provision is had for the full upward movement of the lever3, even though the pump-rod 35impinges ragainst the lower end of theset-screw 37, because when the limit ot` the upward movement of thepump-rod is reached .the outer end of the lever 3 can move upward,serving only to compress the spring 40, as will be readily understood.

The crank-shaft 10 is supplied with iiywheels 42,which aresulicientlyheavy to cause the engine to run steady and uniform and inwhich sufiicient power is stored for performing efiicientwork and at thesame. time returning the piston to an initial position to receive theforce attendant upon the explosion of the gaseous mixture in the rearend or exy plosion-chamber of the cylinder.

A collar 43 is loosely mounted upon one end of the crank-shaft 10, andweighted arms 44, fulcrumed to a plate 45, rotatable with the adjacentfly-wheel, have connection with the collar 43 and are adapted vrto movethe latter on the crank-shaft so'as to cut the engine oit from itssupply or source ot motive power and at the same time prevent theclosing ot the igniter-circuit and the operation ofthe valves when theengine is running beyond a predetermined speed. A coil-spring 46connects the outer ends of the weighted arms 44 and serves to returnthem vto a normal vposition when the engine is not running. Alever 47,of convenient construction and disposition, has connection at its upperend with the collar 43 and is fulcrumed between its ends to a bracket4S, attached to the bed 1, and its lower end is connected with a rod 49,extending horizontally and having its inner end threaded and suppliedwith an adjusting-nut 50, by means of which the speed ot the engine, inconjunction with the weighted arms 44, iscontrolled. A coiled spring 51is mounted upon the rod 49, and its terminalsl abut against a stop 52and a vibrating arm 53, the rod 49 passing loosely through the part 53and controlling the movements thereof. A lateral extension 54 isprovided at one side of the vibrating arm 53 and is adapted to engageover a corresponding portion of the lever 3 to hold the latter at thelimit of its downward movement and out of action when the engine has IOOIIO

acquired an abnormal speed. Under normal conditions the vibrating arm 53is held out of the path of the lever 3, so as not to interfere with itsmovements, an d as the relative position of the vibrating arm can bevaried by moving the adjusting-nut 50 it is obvious that the speed ofthe engine can be controlled by a proper adjustment of-the said nut 50.

A shaft 55 is journaled to the bed and extends parallel with thecrank-shaft lO and is provided at one end with a gear-wheel 5G, whichmeshes with a pinion 57, secured upon the crank-shaft l0, and a cam 58,secured upon the shaft 55, engaging with a roller 59, journaled to aside of the lever 3, vibrates the latter upon the rod 4, thereby servingto operate the parts depending for their movement upon the lever Anelectric-circuitclosing device is conveniently located and is showndisposed at one side of the bed and comprises two electricspring-terminals 60 and 6l, mounted upon a bracket 62, secured to thebed of the machine. The spring-terminal 60 is electrically insulatedfrom the machine and is provided with a binding-post G3, to which thewire G4 is attached for conveying the current from one pole of a batteryor electric generator (55. The/spring-terminal Gl is in electricalcommunication with the engine and is attached at its outer or front endto an arm 6G, projecting laterally from the front end of the lever 3. Adisk or plate 67 is attached to that end of the shaft 55 opposite to thegear-wheel 56 and is provided with a roller 63, which is adapted toengage with the spring-terminal 60 and bring the same into electricalcontact with the springterminal Gl and close the circuit, so that at theproper time the spark is produced to effect an explosion of the gaseousmixture and impel the piston forward in the cylinder. In the event ofthe engine acquiring an abnormal speed the governor or the weighted arms-ii will fly outward at their weighted ends and through the connectionsherein described move the arm 53 so that when the front end of the lever3 is depressed by the cam 58 the said arm 53 will engage with the lever3 and hold it depressed at its front end and out of the path of the cam5S, so that the engine can run without actuating the lever 3. As thefront end of the lever is depressed it carries the front portion of thespring-terminal 6l along with it, so that a downward movement of thespring-terminal GO under the action of the roller (58 will not effect aclosing of the circuit. Hence there is no wastefof electrical energyduring the interval occupied by the machine in slowing down andacquiring its normal speed. At such times when the speed of the engineexceeds the required number of revolutions per minute the front end ofthe lever 3 is held depressed and its rear end correspondingly elevated.Hence the eductionvalve 7 is maintained in open relation, the pumpremains inactive, and the compression of the spring 2l reacts and exertsa downward pressure upon the stem 16, holding the induction-valve 15firmly on its seat. Thus it will be seen that the cylinder is notsupplied with any motive medium, and the eduction-valve being open thepiston can reciprocate freely in the cylinder without creating a vacuumor exerting any tendency to unseat the induction-valve.

A pin 69 projects into the upper rear end of the cylinder and terminatesin line with the ind uction-passage 14: for the purposes hereinbeforestated and is connected byawire 70 with the other pole of the battery orelectric generator G5 and is electrically insulated from thecylinder andengine. A post 7l extends parallel with the pin 69 and is adapted toturn in abearing in the cylinder and is held in a normal position by acoil-spring 72, which is secured at its opposite ends to the post 7l anda fixed part of the engine, so that upon turning the post 7l the spring72 willbe subjected to tension, and upon releasing the post 7l thespring 72, regaining itself, will return the post to its initialposition. A circuit-closer is attached to the lower end of the post 7land comprises two arms 73 and 74, whichare disposed at approximatelyright angles to each other, the arm 74: projecting rearwardly andengaging with the pin 69 and the arm 73 curving to conform to the wallof the cylinder and adapted to be struck by an adjustable stop 75,provided on the inner or rear face of the piston 8.

The operation of the engine is as follows: To start the engine, thepump-rod 35 is operated by hand till the screens are vfilled with theproper amount of hydrocarbon for charging the engine, any surplushydrocarbon dropping through the lower open end of the carbureter,thereby preventing any Iiooding of the engine at the start, which isoften done in this class of engines. The crank-shaft is then partiallyturned by applying force to one or the other of the fly-wheels, and thepiston is caused to move from the rear end of the cylinder toward thefront thereof and creates a vacuum, which will cause the induction-valveto open and admit the explosive mixture from the carbureter through theinduction-passage 14 against the igniting-points 69 and 74 in thecylinder. It will be observed that I take advantage of the fact thatwhen liquids are changed to a gaseous state heat is absorbed,` and byplacing the igniting-points of the parts 69 and 7l at the inner end ofthe ind notion-passage i4 the current of iniiowing gas will comedirectly in contact with these points and always keep them cool, therebypreventing anypremature explosion and consequent waste of fuel. On thereturn of the piston the induction-valve will close andthe explosivemixture within the cylinder will be compressed, andas the piston reachesthe limit of its return stroke the stop 75 thereof will engage with thearm 73 of the circuit-closer and cause the arm 74 to leave the pin G9,and thereby produce an electric spark, which will IOO IIO

explode. the mixture and drive the piston. forward. Onthe return strokeof the-piston the 1ever3 will be operated sol as-tofopentheeduction-valve, Vthereby providing forthe escape of the confined ,gasesand residue or im.- purities left after the explosion, and thus keepingthe explosion-chamber clean and prestop 37, atswhich time thel pump ischarged with a measured quantity of oil. It the lever 3 hasfnotcompleted its; stroke, then itxmay continue by simply compressing; theyspring'v 40, and onthe descentof therear lendiof thelever 3 thepump-rod will be depressed and", force the measured quantity of oil`into thefcarbureter, where it :will be diffused over the screens 30 tobetakeny up by the Vair pass' ingz therethrough .onits'way to thecylinder. If from any cause the speed of ztheengine be accelerated andexceed-,a predetermined num'- ber. of revolutions,`.tl1e governorzwilloperate thesloose collar and lever 47, throwingthefvibrating piece 53into thepathfofthedever 3, I

which-will always; keep opent the eductionvalve, stop the pump, andshutzoi thie elec-- tric current, thereby preventinganI unnecessarywaste of, energy, andfmaterial land relievingthe=actuating.mechanisnrfromundue f wear;Y If desired :tochange-thefspeed of the engine-while it is inv motion, it is simply nec-1 essaryto turn the `thumb-screw 50.

Havingthus described the invention, what is claimed asnewis- 1; In aneXplosiveen`ginemeans; for supr l forcefpump havin-g a protrudingplunger-rod,

limiti-ngits 1u pward movement, a'lever for op:-

eratinggsaid` pump both in; its upward fand downwardmovements, and-aspringconfined aroundy the rod .and :betweena stop.y thereon fplyinggameasured quantity ofthe volatile;

hydrocarbon, to the engine,; consisting of a .anc adjustable stop set-to venL fagegsaidrod-vfor l and .the-lever, wherebythelever ispermitted i to=nish-itsupward stroke after having-.forced saidA rod tothey required distance, substan-Y tialfly in thev manner setiforthrfor-thefpurpose i;

described.-

with? the cylinder, and. a-carbureter. commu'- nicatingwith thecylinder, of a pump for.

2. Inan explosiveengine, the combination .y

charging` the carbureter with; a hydrocarbon in measured. quantities,anaactuatingV-lever operatively connected withLthe pumprrod, a

frod, andan adjustable stopset toengagewith the pump-rodforregulatingthestroke offthe pumpsubstantially in the manner set forthfor 'the purpose described.

3. In an explosive-engine, the combination .of a cylinder, ahead closingthe rear end of the cyiinderand formed with a chamber and acommunicating'passage, an induction-valve normally closing the saidpassage, a carbureter having connection with the said passage andprovided with abank of screens, an oil-pump having a pipe extendingwithin the carbureter among the screens thereof and having a.discharge-opening, a spreader located opposite the discharge-opening fordiffusing the oil over the screens, and a lever for simultaneouslyoperatingthe oil-pump and theinduction-val ve, substantially as setforth. 4. In an explosive-engine, the combination .wit-hf t-he cylinderlhaving inlet and outlet ,;portsand induction and eduction'valvesnormally. closingthe respective ports, of .a lever fulcrumed between itsends upon a yielding or springractuated support and havingits op-.posite ends connected with the stems of the A.respective induction andeduction valves, a second lever operatively connected with the stem ofthefed'uction-valve, and actuating -mechanismfor the said lever,substantially as `set-forth. .1 5. In=anexplosive-engine,the'combination of acylinder, eduction and inductionvalves lclosing openingsA leading thereto, a lever fulcrumed 'betweenits ends upon; a` yielding or spring-,actuated support and having itsoppositeends connected Withthe stems of the eduction and inductionvalves, a springnormallyrexerting a .pressure on the ste'm of thereduction-valve to maintain the latter in closed .gre1ation, aleveroperatively connected with .thestemof the-eduction-valvaandactuating mechanismfor the last-.mentioned lever, subl stantiall-y asandfor the purpose set forth.

6. 4In anexplosive-engine, the combination pf=a-cy1inder,a carbureter,an induction-valve foncontrollin-g the communication between fthecylinder and carbureter, an eduction- -ivalve, a1levermounted betweenits ends upon a yielding support-and hav-ing its ends connectedwith thestems of the induction and eduction valves, an operatin g-leverconnected iwithsthestemzofA the eduction-valve, a pump iforrcharging thecarbureter -with a measured quantity ofxhydrocarbon and havingconnectionf with; the aforesaidv operating-lever, and lactuatingmechanismfor the operating-lever, .substantially as set forth.

'7.v Infan explosive-engine, the combination with-the cylinder, the ignitin g and power-supplying provisions, of an operating-lever, ajmOVableKarm, a governorymechanismfor operating theimovable arm toproject it across thetpath of the said operating-lever to holdAtheflatter. out of working position at such .times whenthe engine isrunning beyond a given-speed, a-lever fulcrumcd between its Iendsyandhaving connection at oneend with thegovernor'mechanism, a rod havingpiv- IOO IIO

otal connection with the opposite end of the lever and operating looselythrough the movable arm, a spring mounted upon the rod and bearin gagainst one side of the said movable arm, and astop carried bythe rodand adapted to engage With the opposite side of the said arm,substantiallyas set forth for the purpose described.

8. In combination, a cylinder, a carbureter connected with the cylinder,a pump for charging the carbureter With a measured quantity ofhydrocarbon, induction and eduction valves, a lever mounted between itsends upon a yielding support and having its ends connected with thestems of the induction and ed uction valves, an operating-leverconnected With the stem of the eduction valve and adapted to operate thepump, a movable arm, a governor mechanism for projecting the movable armWithin the path of the operatinglever, a rod having connection with thegovernor mechanism and passing loosely through the movable arm, a springmounted upon the rod and adapted to bear against one side of the movablearm, and an adj ustablc stop mounted upon the said rod and acting inopposition to the spring and adapted to engage with the opposite side ofthe movable arm, substantially as and for the purpose set forth.

9. In an explosive-engine, the combination of the cylinder, means forsupplying an eX- plosive mixture thereto, induction and eduction valves,an operating-lever, a Vibrating arm, a governor mechanism, a rod havingconnection with the governor mechanism and passing loosely through thevibrating arm, a spring mounted upon the said rod and bearing againstone Side of the vibrating arm, and an adjustable stop mounted upon theaforesaid rod and bearin g against the opposite side of the vibratingarm, and acting in opposition to the spring, substantially as and forthe purpose set forth.

In testimony that I claim the foregoing as my own I have hereto affixedmy signature in the presence of two witnesses.

JOHN FROELlCI-l.

Vitnesses:

THos. F. MAGUIRE, FRANK ANDERSON.

